JP2022521580A - How to reduce pre-ignition of internal combustion engines - Google Patents

Abstract

An internal combustion engine according to one or more embodiments of the present disclosure may include an engine cylinder having a cylinder head and cylinder sidewalls and a piston reciprocating within the engine cylinder. Pistons, cylinder heads, and cylinder sidewalls can at least partially define the combustion chamber. The internal combustion engine may also include a fuel injection device positioned to inject fuel directly into the combustion chamber. The internal combustion engine may further include an engine control module that is electronically communicating with the fuel injection device. The engine control module determines whether the internal combustion engine is operating in a state corresponding to the super knock condition, and the fuel injection device is operated in a split injection mode in which fuel is injected into the combustion chamber by multiple injection pulses. You can order.

Description

Cross-reference of related applications

This application is the priority of US Patent Application No. 16 / 280, 526 entitled "Internal Combustion Engines Having Pre-Ignition Mitration Controls and Methods for Their Operation" filed on February 20, 2019. , The contents of which are incorporated herein in their entirety.

The present disclosure relates to an internal combustion engine, and more specifically, to an internal combustion engine having pre-ignition reduction control.

The turbocharged internal combustion engine includes a supercharger or turbocharger that pressurizes the intake manifold to increase the amount of air entering the combustion chamber during the intake stroke. Under certain operating conditions, such engines tend to produce super knocks, where the air-fuel mixture in the combustion chamber pre-ignites, which increases cylinder pressure and can damage engine components. It is in a state of having sex. Therefore, an internal combustion engine including pre-ignition mitigation control may be desired.

As disclosed herein, the internal combustion engine detects when a pre-ignition condition of the air-fuel mixture is likely to occur and fuels into the combustion chamber with multiple pulses during the intake and compression strokes. It can include pre-ignition mitigation control that operates the fuel injection device in the split injection mode in which the fuel is injected. For example, fuel injection can be done in two, three, or more separate pulses (sometimes referred to herein as primary, secondary, and tertiary pulses). The air-fuel ratio can be maintained at or near the chemical ratio to maintain high catalytic conversion efficiencies such as catalytic conversion of carbon monoxide, unburned hydrocarbons, and nitrogen oxides. Fuel injection in the second half of the compression stroke can reduce the temperature of the air-fuel mixture present in the combustion chamber, which can reduce the tendency of the air-fuel mixture to initiate pre-ignition. The addition of fuel later in the compression stroke can also quench the combustion chamber, reducing or eliminating pre-ignition that may have originally occurred. By operating the fuel injection device in the split injection mode, it is possible to prevent pre-ignition of the air-fuel mixture and prevent the formation of a super knock state. By controlling the timing, pressure, and duration of fuel injection, injecting fuel in split injection mode can minimize adverse effects on engine power, noise, and fuel consumption.

In one or more embodiments, the internal combustion engine is an engine cylinder that includes a cylinder head and cylinder sidewalls and a piston that reciprocates within the engine cylinder, wherein the piston, cylinder head, and cylinder sidewalls at least partially occupy the combustion chamber. May include a piston, one or more fuel injectors positioned to introduce fuel into the combustion chamber, and an engine control module that electronically communicates with one or more fuel injectors. .. The engine control module determines the processor and whether the internal combustion engine is operating in a state where a super knock condition can occur when executed by the processor, and the fuel injector has at least fuel. A memory that stores a computer-readable instruction set to instruct to operate in a split injection mode injecting into the combustion chamber with a primary injection pulse and a secondary injection pulse that occurs later than the primary injection pulse. You may prepare.

In one or more additional embodiments, the method of operating the internal combustion engine is to use an engine control module to determine if the internal combustion engine is operating in a state corresponding to the possibility of a super knock condition. And to use a fuel injection device to inject fuel directly into a combustion chamber comprising an engine cylinder with a cylinder head and cylinder sidewalls and a piston reciprocating within the engine cylinder. include. The fuel may be injected into the combustion chamber in a split injection mode in which the fuel is injected into the combustion chamber with at least a primary injection pulse and a secondary injection pulse that occurs later than the primary injection pulse.

In one or more additional embodiments, the engine cylinder is a cylinder head and cylinder sidewalls and a piston that reciprocates within the engine cylinder, with the piston, cylinder head, and cylinder sidewalls at least partially defining the combustion chamber. It may include a cylinder, a fuel injection device positioned to introduce fuel into the combustion chamber, and an engine control module that electronically communicates with the fuel injection device. The engine control module determines the processor and whether the internal combustion engine is operating in a condition where a super knock condition can occur when run by the processor, and the fuel injector has at least fuel. It is to instruct the engine control module to operate in the split injection mode in which the primary injection pulse and the secondary injection pulse generated later than the primary injection pulse are injected into the combustion chamber, and the engine control module has the air-fuel ratio in the combustion chamber. It comprises a memory, which stores a computer-readable instruction set to instruct and to maintain within 3% of the stoichiometric air-fuel ratio, preferably within 1% of the chemical quantity theory ratio.

Further features and advantages of the techniques disclosed in this disclosure are described in the detailed description below, which may be readily apparent to those skilled in the art from the description, or the detailed description below, claims. , As well as by practicing the techniques described in this disclosure, including the accompanying drawings.

The following detailed description of a particular embodiment of the present disclosure can best be understood when read in conjunction with the following drawings in which similar structures are indicated by similar reference numbers.

Schematic representations are made of a portion of an engine cylinder of an internal combustion engine according to one or more embodiments described herein. A fuel supply schedule with a primary injection pulse is schematically drawn according to one or more embodiments described herein. A fuel supply schedule with a primary injection pulse and a secondary injection pulse according to one or more embodiments described herein is schematically drawn. A fuel supply schedule with a primary injection pulse, a secondary injection pulse, and a tertiary injection pulse according to one or more embodiments described herein is schematically drawn.

Here, various embodiments are referred to in more detail, some of which are shown in the accompanying drawings. Wherever possible, use the same reference numbers throughout the drawing to refer to the same or similar parts.

Described herein are internal combustion engines with super knock mitigation control and methods for their operation. The engine may include an engine control module that may determine if the engine is operating in an engine condition in which a super knock condition may be formed, and upon detection of such an engine operating condition, the engine control module may include an engine control module. Select a fuel schedule to operate the fuel injection device in a split injection mode in which the fuel is injected into the combustion chamber in multiple individual pulses (eg, two, three, or more individual pulses). The latter pulse may have a slower engine timing compared to conventional single pulse injection. Injecting a portion of the fuel into the combustion chamber later in the compression stroke can interrupt the formation of the super knock state.

As described herein, super knocking of a spark-ignition internal combustion engine refers to the occurrence of irregular combustion of the air-fuel mixture in a combustion chamber where combustion is initiated by pre-ignition. "Pre-ignition" represents the combustion of an air-fuel mixture triggered by a "hot spot" other than a spark prior to spark timing. However, depending on the timing of the pre-ignition and the position of the pre-ignition in the combustion chamber, the pre-ignition can cause a variety of combustion phenomena, including combustion other than knocking. Pre-ignition that can lead to super knocks often occurs at low speed and high load engine operating conditions.

Accurate predictions of whether a super knock condition will occur may not directly correlate with the operating state of the engine alone, as super knock conditions appear to occur sporadically when assessing the engine on a cycle-by-cycle basis. .. Therefore, in some cycles, super knock may not occur under engine operating conditions that correspond to the formation of pre-ignition and super knock states. However, as described herein, the internal combustion engine may be selected to control the super knock state in an engine operating state known to form a super knock state. Pre-ignition and the resulting super knock conditions are more likely to be formed in such engine operating conditions.

Super knocks, unlike conventional engine knocks, result from the automatic ignition of the end gas in the air-fuel mixture before flame propagation consumes the end gas in the combustion chamber.

As used herein, "animated mean effective pressure" (IMEP) refers to the measured pressure in an engine cylinder that has been averaged over a complete engine cycle. IMEP is a measure of the positive work of the engine. The pressure in the engine cylinder can be measured using an in-cylinder pressure sensing device.

As used herein, the "coefficient of variation" (CoV) is a measure of the cycle-by-cycle variability of an internal combustion engine. CoV can be calculated by dividing the standard deviation of IMEP measured over the number of sampled cycles by the average of IMEP over the number of sampled cycles.

Next, referring to FIG. 1, a schematic diagram of a part of the internal combustion engine 100 is drawn. Specifically, FIG. 1 depicts a single engine cylinder 110 of an internal combustion engine 100. However, as will be appreciated by those skilled in the art, the internal combustion engine 100 may include a number of engine cylinders, such as the engine cylinder 110, which may be one or more, such as the crankshaft 180 depicted in FIG. It may be arranged in various configurations along the length of the crankshaft.

The internal combustion engine 100 can include at least an engine cylinder 110, an intake port 171 and an exhaust port 173, and a piston 120. The intake port 171 is adjusted by an intake valve 172 positioned to selectively open and close the intake port 171 connected to the engine cylinder 110 by the intake manifold 140. Similarly, the exhaust port 173 is tuned by an exhaust valve 174 positioned to selectively open and close the exhaust port 173 connected to the engine cylinder 110 by the exhaust manifold 150.

The volume defined at the top and sides by the engine cylinder 110 and at the bottom by the piston 120 is called the combustion chamber 122. Intake port 171 and exhaust port 173 allow air, air-fuel mixture, and / or combustion products to enter and exit the combustion chamber 122 at various points during the engine cycle. The spark plug 118 includes an electrode located in the combustion chamber 122 and provides a combustion start with a timed electric burst. In some embodiments, the spark plug 118 can be positioned at or near the center of the combustion chamber 122 (eg, at or near the radial center with respect to the wall of the cylindrical engine cylinder 110).

In some embodiments, the intake valve 172 and / or the exhaust valve 174 is one or more cams or camshafts that can serve to selectively open and close the intake valve 172 and / or the exhaust valve 174 (FIG. 1). Connected to (not shown), which maintains the selective opening and closing of the respective intake and exhaust ports 173 as the engine operates. The piston 120 can be connected to the crankshaft 180 by connecting the connecting rod 182. The engine cylinder 110 can include a cylinder head 114 and a cylinder side wall 112. The intake port 171 and the exhaust port 173 can be arranged on the cylinder head 114. Further, the fuel injection device 116 and the spark plug 118 are positioned at the cylinder head 114 so that the fuel injection device 116 and the spark plug 118 can act on the air and / or the air-fuel mixture present in the combustion chamber 122. It may extend into the combustion chamber 122. The spark plug 118 can be electronically coupled to the ignition system 119, which charges through the spark plug 118 and then discharges.

The internal combustion engine 100 can be operated by repeated combustion of the air-fuel mixture present in the combustion chamber 122 during the compression and expansion strokes. Combustion of the air-fuel mixture pressurizes the combustion chamber 122, which translates the piston 120 away from the cylinder head 114. The translation of the piston 120 rotates the crankshaft 180. When the piston 120 translates away from the cylinder head 114, the pressure rise in the combustion chamber 122 due to the combustion of the air-fuel mixture is directed to the rotation of the crankshaft 180. The crankshaft 180 may rotate through top dead center position (corresponding to the closest position of the piston 120 to the cylinder head 114) and bottom dead center position (corresponding to the farthest position of the piston 120 to the cylinder head 114). .. In one or more embodiments, the internal combustion engine 100 may operate as a four-stroke engine, but other engine configurations are also contemplated. In such embodiments, the intake, compression, output, and exhaust strokes circulate in a regular and continuous manner. In the intake stroke, the piston moves downwards and air and / or fuel can enter the combustion chamber 122 through the intake port 171. In the compression stroke, the piston 120 moves towards the cylinder head 114 to compress the air and / or fuel. Fuel is also injected into the combustion chamber 122 during the intake and / or compression stroke. In the output stroke, the piston is pushed away from the cylinder head 114 by the burned air-fuel mixture, which is hot and high pressure due to the combustion of the air-fuel mixture. In the exhaust stroke, the piston 120 moves towards the cylinder head 114, pushing the exhaust gas (the product of the combustion reaction) out of the combustion chamber 122 through the exhaust port 173.

The internal combustion engine 100 may also include a compressor 90 located in close proximity to the intake manifold 140. The compressor 90 increases the pressure of the air in the intake manifold 140 so that a larger mass of air can be directed to the combustion chamber 122 during the intake stroke. The compressor 90 can be coupled to a turbine (not shown) located within the exhaust manifold 150. The turbine extracts energy from the combustion products and uses that energy to pressurize the air directed at the intake manifold 140. Such a compressor 90 and a turbine system are referred to as a "turbocharger". In another embodiment, the compressor 90 can be coupled to the rotating hardware of the internal combustion engine 100, eg, the crankshaft 180. Such a rotary coupling compressor 90 is called a "supercharger".

The internal combustion engine 100 may also include an engine control module 80. The engine control module 80 may include a processor 82 for storing a computer-readable instruction set and a memory 84. The engine control module 80 includes a fuel injection device 116, an ignition system 119 electronically communicating with a spark plug 118, various engine sensors such as a throttle position sensor (not shown), an intake manifold pressure and temperature sensor (not shown). ), And electronically communicates with various components of the internal combustion engine 100, including a crank angle sensor 181 that detects the angular direction of the entire rotation range of the crankshaft 180. The engine control module 80 can evaluate various engine sensors to determine the operating state of the engine and the output demand from the operator. The engine control module 80 can change the timing and amount of fuel supplied to the combustion chamber 122 by controlling the fuel injection device 116, and can change the timing of discharging the spark plug 118. The engine control module 80 is programmed using a fuel supply schedule and a spark timing schedule, which allows the internal combustion engine 100 to operate according to predefined characteristics that meet power supply, fuel consumption, and emission targets. ..

As depicted in FIG. 1, the internal combustion engine 100 can operate by direct injection of fuel into the combustion chamber 122. Since the fuel injection device 116 is positioned to inject fuel directly into the combustion chamber 122, the fuel injection device 116 injects fuel into the combustion chamber 122 during the intake and / or compression stroke of the internal combustion engine 100. be able to. The fuel directed to the combustion chamber 122 is mixed with the air in the combustion chamber 122 and the air-fuel mixture is heated and prepared for combustion during the compression stroke. In general, early introduction of fuel into the combustion chamber 122 during the intake stroke results in a well-mixed, homogeneous mixture. Inadequately mixed mixtures can indicate low combustion efficiency, resulting in high levels of certain substance emissions, hydrocarbon emissions, carbon monoxide emissions, or combinations thereof. there is a possibility.

However, the introduction of fuel into the combustion chamber 122 in the intake stroke may allow the air-fuel mixture to be heated by the cylinder sidewall 112, the cylinder head 114, and the piston 120. A hotter air-fuel mixture is more likely to ignite the air-fuel mixture than a colder air-fuel mixture. Heating the air-fuel mixture may reduce the time it takes for the air-fuel mixture to completely burn from the time of ignition compared to a cooled air-fuel mixture. However, in engine conditions where super knock conditions are likely to occur, heating the air-fuel mixture may increase the likelihood of pre-ignition of the air-fuel mixture. As mentioned herein, the pre-ignition of the air-fuel mixture correlates with the occurrence of a super knock condition in the combustion chamber 122.

In additional embodiments, port fuel injection can be utilized with direct injection. For example, the primary injection can utilize port fuel injection and the later injection (eg, secondary and tertiary injection) can utilize direct injection. Therefore, in one or more embodiments, multiple injection devices (direct and port) can be utilized in the same engine.

In one or more embodiments, the present disclosure relates to an internal combustion engine 100 having a direct injection of fuel into a combustion chamber, and a method of operating such an internal combustion engine 100. The internal combustion engine 100 can include, among other engine elements, an engine control module 80 that controls the operation of the fuel injection device 116 and an ignition system 119 that controls the emission of the spark plug 118. The engine control module 80 commands the fuel injection device 116 to inject fuel into the combustion chamber 122 with a plurality of discrete pulses during the intake and compression strokes of the engine control module 80, the internal combustion engine 100 in a split injection mode. To operate selectively.

Here, referring to FIG. 2, an example of a direct injection fuel supply schedule is drawn. In the illustrated embodiment, the fuel is supplied into the combustion chamber 122 by the fuel injection device 116 in a single pulse during the intake stroke. The pulse is timed so that the fuel injected into the combustion chamber is well mixed when the spark plug is ejected. The well-mixed mixture promotes stable, high-speed flame propagation throughout the combustion chamber.

The fuel supply schedule depicted in FIG. 2 may be appropriate for engine operating conditions where super knock is unlikely to occur. In such a state, the engine control module can inject fuel with a single pulse injection. Such engine conditions in which super knock is unlikely to occur generally include high speed and / or low load engine conditions. Such a fuel supply schedule can result in pre-ignition of the air-fuel mixture at low speed and / or high load engine conditions where super knock conditions can or may even occur. ..

Delaying the timing of injection of a single pulse of fuel into the combustion chamber can reduce the rate of pre-ignition component generation. However, as the decrease in IMEP shows, if the timing of fuel injection is delayed, the engine output may decrease. Delaying the timing of fuel injection can also increase CoV throughout the cycle, impair internal combustion engine noise, vibration, and harshness characteristics, and increase hydrocarbon and carbon monoxide emissions. There is also sex.

The embodiments according to the present disclosure may include an engine control module including a plurality of fuel supply schedules selected based on the operating state of the internal combustion engine. For example, if an internal combustion engine operates at low speeds and high powers, it is more likely to form pre-ignition products during the compression stroke, and a super knock condition is likely or is likely to occur. There is even. In such a state, the engine control module can select the operation of the fuel supply schedule corresponding to the split injection mode in which the fuel is injected into the combustion chamber by a plurality of individual pulses. An example of such a fuel supply schedule is shown in FIG. The fuel supply schedule is to inject fuel with a primary injection pulse that is timed to coincide with the intake and / or compression stroke, and a secondary injection pulse that is timed to occur later than the primary injection pulse. Can be instructed to. In some embodiments, the secondary injection pulse is initiated at the inspiratory stroke. In some embodiments, the secondary injection pulse is initiated in the compression stroke.

Now referring to FIG. 4, in another embodiment, the fuel supply schedule is timed to occur after the primary injection pulse, the primary injection pulse, which is timed to coincide with the intake and / or compression stroke. A secondary injection pulse that is adjusted, a tertiary injection pulse whose timing is adjusted to occur later than the secondary injection pulse, can be instructed to inject fuel. In some embodiments, the secondary injection pulse is initiated in the intake stroke and the tertiary injection pulse is initiated in the compression stroke. In some embodiments, the secondary and tertiary injection pulses are initiated in the compression stroke.

In some embodiments, the amount of fuel supplied between the primary and secondary injection pulses and between the primary, secondary and tertiary injection pulses is selected to produce the desired combustion in the combustion chamber. Can be provided. In one embodiment, the fuel injected into the combustion chamber is evenly divided between the primary and secondary injection pulses, or between the primary, secondary, and tertiary injection pulses. In some embodiments, the fuel injected into the combustion chamber is unevenly divided. In such an embodiment, the fuel injected into the combustion chamber is delivered at a greater rate in the primary injection pulse than in the secondary injection pulse, or in a larger proportion in the primary injection pulse than in the tertiary injection pulse (). (When three injection pulses are used), or the primary injection pulse is supplied in a larger proportion than the combination of the secondary injection pulse and the tertiary injection pulse.

In one embodiment, the fuel injected by the secondary or tertiary injection pulse is 50% or less, eg, 40% or less, eg, 33% or less, eg, 25% or less, eg, 25% or less of the total fuel injected into the combustion chamber. , 20% or less, for example, 15% or less, for example, 10% or less. In one embodiment, the fuel injected by the secondary injection pulse is 50% or less, eg, 40% or less, eg, 33% or less, eg, 25% or less, eg, 20% or less of the total fuel injected into the combustion chamber. % Or less, for example 15% or less (in embodiments where a few or more injection pulses are utilized).

The various fuel supply schedules are, for example, within about 5% of the chemical ratio, eg, within about 3% of the chemical ratio, eg, within about 2% of the chemical ratio, eg, of the chemical ratio. It may be calibrated to provide the combustion chamber with an air-fuel mixture close to the chemical ratio within about 1%. Combustion efficiency can be maintained and NOx, carbon monoxide, and / or unburned hydrocarbon (fuel residue) emissions can be reduced by operating the internal combustion engine with an air-fuel mixture close to the chemical ratio. , A three-way catalytic converter located downstream of the exhaust port 150 can be used.

Fuel injected later than the primary injection pulse in the secondary injection pulse and / or the tertiary injection pulse may cool the air-fuel mixture present in the combustion chamber. In some embodiments, the fuel injected by the secondary and / or tertiary injection pulses can cool the mixture by using the heat in the combustion chamber to vaporize the fuel. In some embodiments, the pre-ignited air-fuel mixture can be extinguished by cooling the air-fuel mixture with a secondary injection pulse and / or a tertiary injection pulse. In some embodiments, cooling the air-fuel mixture with a secondary-injection pulse and / or a tertiary-injection pulse does not extinguish the pre-ignited air-fuel mixture, but the remaining unburned air-fuel mixture is sufficient. Cooling can prevent the unburned mixture from forming a super-knock state in the internal combustion engine.

In some embodiments, the second (or tertiary) injection pulse is later than 120 degrees before top dead center, eg, 90 degrees before top dead center, eg before top dead center. Fuel injection may be initiated after 60 degrees, for example after 30 degrees before top dead center. By introducing the fuel in the latter half of the compression stroke, the air-fuel mixture is cooled and the pre-ignition generated in the air-fuel mixture disappears, whereby the occurrence of the super knock state can be suppressed.

The fuel can be injected into the combustion chamber at high pressure by the fuel injection device to promote atomization of the fuel in the air present in the combustion chamber. Fuel atomization increases the combustion efficiency of the internal combustion engine, reduces the emission of certain substances when the air-fuel mixture burns, as well as the formation of NOx and carbon monoxide, and reduces the amount of unreacted hydrocarbons that leave the engine. May be reduced. In some embodiments, a comparison within the combustion chamber allows the air-fuel mixture to be well mixed when the air-fuel mixture is burned by injecting fuel at high pressure. It may be possible to inject fuel over a distant distance. In some embodiments, the fuel is at least about 100 bar, eg, at least about 120 bar, eg, at least about 140 bar, eg, at least about 160 bar, eg, at least about 180 bar, eg, at least about 200 bar. It may be injected by pressure. In some embodiments, the fuel may be injected at a higher pressure, eg, at least about 500 bar, eg, at least about 750 bar, eg, at least about 1000 bar. Injecting fuel at high pressure may improve fuel atomization in the combustion chamber. However, injecting fuel at high pressure may reduce the distance the fuel travels in the combustion chamber. Therefore, the fuel may be injected at high pressure at the timing corresponding to the piston located close to the cylinder head. Good fuel atomization and mixing in the combustion chamber may be indicated as improved engine power supply (measured by IMEP), improved CoV, improved emissions, or a combination thereof.

In some embodiments, the fuel injector can be controlled to emit long-term pulses. In some embodiments, the primary, secondary, and / or tertiary injection pulses are retained for at least about 300 μs, eg, at least about 400 μs, eg, at least about 500 μs, eg, at least about 600 μs, eg, at least about 700 μs. May be done. Leaving the primary, secondary, and / or tertiary injection pulses open for extended periods of time allows for better mixing of fuel and air in the combustion chamber, which is measured by the engine's improved power supply (measured by IMEP). ), Improved CoV, or both.

In various embodiments, the internal combustion engine according to the present disclosure is the output supply and output of an equivalent engine operated in single pulse injection mode when operated on a fuel supply schedule that directs split injection mode at low speed and high load conditions. The engine power supply (measured by IMEP) and fuel consumption rate, similar to the fuel consumption rate, will continue to be shown. As currently described, low speeds may correspond to engine speeds of less than 3000 rpm or 2000 rpm, for example. High load conditions can accommodate pressures above 12 bar, above 15 bar, or even above 17 bar, with loads above 17 bar increasing the likelihood of pre-ignition. However, as will be appreciated by those skilled in the art, the split injection techniques currently described can be used in engines that are prone to pre-ignition in other engine conditions. By providing comparable power supply and fuel consumption when operating in split injection mode, the internal combustion engine minimizes pre-ignition of the air-fuel mixture and contributes to the super-knock condition formed within the combustion chamber. Target performance can be provided while minimizing the formation of conditions. Furthermore, since the fuel consumption when operating the internal combustion engine in the split injection mode is the same as when operating in the single pulse injection mode, the engine control module is in the preignition and super knock state of the air-fuel mixture. In an engine state that is likely to form, a fuel supply schedule with a split injection mode can be selected and the internal combustion engine can be operated according to the fuel supply schedule without adversely affecting the output supply or fuel consumption.

It should be understood that an internal combustion engine according to the present disclosure may include an engine cylinder having a cylinder head and cylinder sidewalls and a piston reciprocating within the engine cylinder. Pistons, cylinder heads, and cylinder sidewalls can at least partially define the combustion chamber. The internal combustion engine may also include a fuel injection device positioned to inject fuel directly into the combustion chamber. The internal combustion engine may further include an engine control module that is electronically communicating with the fuel injection device. The engine control module determines whether the internal combustion engine is operating in a condition that corresponds to the increased likelihood of a super knock condition occurring in the fuel injector, at least the primary injection pulse, and later than the primary injection pulse. It is instructed to operate in a split injection mode in which fuel is injected into the combustion chamber with a secondary injection pulse.

Various aspects of the present disclosure can be described by the following numbered embodiments.

The first aspect A1 is an internal combustion engine, in which an engine cylinder including a cylinder head and a cylinder side wall and a piston reciprocating in the engine cylinder, wherein the piston, the cylinder head, and the cylinder side wall at least a combustion chamber. A partially defined piston, one or more fuel injectors positioned to introduce fuel into a combustion chamber, and an engine control module that electronically communicates with one or more fuel injectors, an engine. The control module determines whether the internal combustion engine is operating with the processor and in conditions where a super knock condition can occur when run by the processor, and to the fuel injector that the fuel is at least primary. It comprises an injection pulse and a memory that stores a computer-readable instruction set to instruct to operate in a split injection mode injecting into the combustion chamber with a secondary injection pulse that occurs later than the primary injection pulse. Includes an internal combustion engine, which comprises an engine control module.

The second aspect A2 includes the internal combustion engine of aspect A1, and the split injection mode further includes a tertiary injection pulse that occurs later than the secondary injection pulse.

A third aspect A3 comprises the internal combustion engine according to either aspect A1 or A2, wherein the secondary injection pulse injects 20% or less of the fuel into the combustion chamber.

A fourth aspect A4 includes the internal combustion engine according to any one of aspects A1 to A3, in which a larger amount of fuel is injected in the primary injection pulse than in the secondary injection pulse.

A fifth aspect A5 includes the internal combustion engine of aspect A4, in which the secondary injection pulse injects 20% or less of the fuel into the combustion chamber.

A sixth aspect A6 includes the internal combustion engine according to any one of aspects A1 to A5, further comprising a compressor positioned to pressurize an intake manifold that is selectively fluid-contacted with the combustion chamber. ..

A seventh aspect A7 includes the internal combustion engine according to any one of aspects A1 to A6, wherein the engine control module maintains the air-fuel ratio in the combustion chamber within 3% of the chemical ratio.

Eighth aspect A8 comprises the internal combustion engine according to any one of aspects A1 to A7, wherein the secondary injection pulse fuels fuel into the combustion chamber at a crank angle after 120 degrees before top dead center. Inject.

A ninth aspect A9 includes the internal combustion engine according to any one of aspects A1 to A8, and the engine control module determines whether or not the internal combustion engine is operating in a state in which the possibility of a super knock state is low. Further determined, fuel is injected into the combustion chamber with a single pulse injection.

A tenth aspect A10 is a method of operating an internal combustion engine, in which an engine control module is used to determine whether the internal combustion engine is operating in a state corresponding to a case where a super knock state may occur. Includes determining and using a fuel injection device to inject fuel directly into a combustion chamber comprising an engine cylinder with a cylinder head and cylinder sidewalls and a piston reciprocating within the engine cylinder. Includes a method in which the fuel is injected into the combustion chamber in a split injection mode, where the fuel is injected into the combustion chamber with a secondary injection pulse that occurs at least later than the primary injection pulse and the primary injection pulse.

Eleventh aspect A11 comprises the method of aspect A10, wherein the engine control module maintains the air-fuel ratio in the combustion chamber within 3% of the stoichiometric ratio.

A twelfth aspect A12 includes the method according to any one of aspects A10 or A11, and uses an engine control module to determine whether the internal combustion engine is operating in a state in which the possibility of a super knock state is low. Determining and further including injecting fuel into the combustion chamber with a single pulse injection.

A thirteenth aspect A13 comprises the method according to any one of aspects A10 to A12, wherein the secondary injection pulse injects 20% or less of the fuel into the combustion chamber.

A14th aspect A14 includes the method according to any one of aspects A10 to A13, further comprising a tertiary injection pulse in which fuel injection in the split injection mode occurs later than the secondary injection pulse. The next injection pulse injects less than 20% of the fuel in the combustion chamber.

Fifteenth aspect A15 is an internal combustion engine, in which an engine cylinder including a cylinder head and a cylinder side wall and a piston reciprocating in the engine cylinder, wherein the piston, the cylinder head, and the cylinder side wall at least a combustion chamber. A partially defined piston, a fuel injector positioned to introduce fuel into the combustion chamber, and an engine control module that electronically communicates with the fuel injector, the engine control module being a processor and a processor. To determine if the internal combustion engine is operating in a condition where a super knock condition can occur when run by, and to the fuel injector, the fuel is at least more than the primary injection pulse and the primary injection pulse. By instructing the engine to operate in a split injection mode in which a late secondary injection pulse is injected into the combustion chamber, the engine control module sets the air-fuel ratio in the combustion chamber to within 3% of the chemical ratio. Includes an internal combustion engine, including an engine control module, which stores a computer-readable instruction set that maintains, commands, and performs.

It will be apparent to those skilled in the art that various modifications and changes can be made to the embodiments described herein without departing from the spirit and scope of the claimed subject matter. Accordingly, this specification is intended to include amendments and modifications of the various embodiments described herein, such amendments and amendments to the appended claims and their equivalents. It is a condition that it falls within the range of.

Claims (15)

It ’s an internal combustion engine.
Engine cylinders, including cylinder heads and cylinder sidewalls,
A piston that reciprocates in the engine cylinder, wherein the piston, the cylinder head, and the cylinder sidewalls at least partially define the combustion chamber.
With one or more fuel injectors positioned to introduce fuel into the combustion chamber,
An engine control module that electronically communicates with one or more fuel injectors, wherein the engine control module is executed by a processor and the processor.
Determining whether the internal combustion engine is operating in a condition where a super knock condition may occur.
A computer that commands the fuel injection device to operate in a split injection mode in which fuel is injected into the combustion chamber with at least a primary injection pulse and a secondary injection pulse that occurs later than the primary injection pulse. An engine control module with a memory for storing a set of readable instructions,
With an internal combustion engine. The internal combustion engine according to claim 1, wherein the divided injection mode further includes a tertiary injection pulse generated later than the secondary injection pulse. The internal combustion engine according to claim 1 or 2, wherein the secondary injection pulse injects 20% or less of the fuel into the combustion chamber. The internal combustion engine according to any one of claims 1 to 3, wherein a larger amount of fuel is injected in the primary injection pulse than in the secondary injection pulse. The internal combustion engine according to claim 4, wherein the secondary injection pulse injects 20% or less of the fuel into the combustion chamber. The internal combustion engine according to any one of claims 1 to 5, further comprising a compressor positioned to pressurize an intake manifold that is selectively fluid-contacted with the combustion chamber. The internal combustion engine according to any one of claims 1 to 6, wherein the engine control module maintains the air-fuel ratio in the combustion chamber within 3% of the stoichiometric ratio. The internal combustion engine according to any one of claims 1 to 7, wherein the secondary injection pulse injects fuel into the combustion chamber at a crank angle after 120 degrees before top dead center. The engine control module
Determining whether the internal combustion engine is operating in a state in which the super knock condition is unlikely to occur, and
Injecting the fuel into the combustion chamber with a single pulse injection,
The internal combustion engine according to any one of claims 1 to 8, further comprising the above. It ’s a way to operate an internal combustion engine.
Using the engine control module to determine if the internal combustion engine is operating in a condition that corresponds to the potential for a super knock condition.
Using a fuel injector to inject fuel directly into a combustion chamber comprising an engine cylinder with a cylinder head and cylinder sidewalls and a piston reciprocating within the engine cylinder.
Including
A method of injecting the fuel into the combustion chamber in a split injection mode, wherein the fuel is injected into the combustion chamber with at least a primary injection pulse and a secondary injection pulse generated later than the primary injection pulse. 10. The method of claim 10, wherein the engine control module maintains the air-fuel ratio in the combustion chamber within 3% of the stoichiometric ratio. The engine control module is used to determine if the internal combustion engine is operating in a condition where a super knock condition is unlikely to occur and to inject the fuel into the combustion chamber with a single pulse injection. The method of any of claims 10 or 11, further comprising: The method according to any one of claims 10 to 12, wherein the secondary injection pulse injects 20% or less of the fuel into the combustion chamber. The injection of the fuel in the split injection mode further includes a tertiary injection pulse that occurs later than the secondary injection pulse, the secondary injection pulse injecting 20% or less of the fuel in the combustion chamber. The method according to any one of claims 10 to 13. It ’s an internal combustion engine.
Engine cylinders, including cylinder heads and cylinder sidewalls,
A piston that reciprocates in the engine cylinder, wherein the piston, the cylinder head, and the cylinder sidewalls at least partially define the combustion chamber.
A fuel injection device positioned to introduce fuel into the combustion chamber,
An engine control module that electronically communicates with the fuel injection device, the engine control module having a processor and, when executed, the processor.
Determining whether the internal combustion engine is operating in a condition where a super knock condition may occur.
The fuel injection device is instructed to operate in a split injection mode in which fuel is injected into the combustion chamber with at least a primary injection pulse and a secondary injection pulse generated later than the primary injection pulse. With an engine control module, the engine control module comprises a memory, which stores a computer-readable instruction set that keeps the air-fuel ratio in the combustion chamber within 3% of the stoichiometric ratio, commands, and performs. ,
With an internal combustion engine.

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